Hydroplane vessel



Jun@ 20, E967 s. c. COLLINS HYDROPLANE VESSEL 3 Sheets-Sheet 1 Filed Oct. 19, 1965 vINVENTOR Y E m um A C C. L v f E U MM A S @/f VL B -H .mE

me 20 w67 s. c. COLLINS HYDROPLANE VESSEL Filed Oct. 19, 1965 compressed dir INVENTOR SAMUEL C. COLLINS BY 5MM? ATT NEY Jim@ 29, 'i967 S. c. COLLINS HYDROPLANE VESSEL '3 Sheets-Sheet Filed Oct. 19, 1965 R O TS NN El VL m m C C L E U M A S ATTORNEY United States Patent() 3,326,165 HYDRGPLANE VESSEL Samuel C. Collins, 28 Village Hill Road, Belmont, Mass. 62178 Filed Oct. 19, 1965, Ser. No. 497,699 23 Claims. (Cl. 114-665) The present invention relates to a new and novel hydroplane vessel and more particularly to a hydroplane vessel including novel means for enhancing the lifting effect of its hydrofoils; and wherein novel propulsion means is provided for driving the hydroplane; and further wherein unique steering means is associated with the hydroplane.

In the prior art, hydroplanes have not been able to operate successfully with useful loads at speeds -much greater than 50 miles per hour because of cavitation both at the screw propeller and the hydrofoils which result in decreasing the efficiency of performance thereof. In conventional arrangements, lift is obtained by the hydrofoil through the provision of a positive angle of attack or a shaped foil similar to an airplane wing that produces lift at degrees angle of attack. With this type of prior art arrangement there is an attendant induced drag, andwhen cavitation commences a greater angle of attack must be employed with a consequent increase in drag thereby limiting the top speed of operation.

According to the present invention, the hydrofoils are of a particular construction wherein they are relatively fiat or thin and generally horizontally disposed or provided with only a very slight angle of attack. With this arrangement, the induced drag is substantially reduced thereby greatly reducing cavitation and frictional effects.

In order to enable the utilization of relatively flat and horizontally disposed hydrofoils, lift producing means is associated with them in the form of means for discharging gas under pressure from the undersurfaces of the hydrofoils so that all or nearly all of the required lift, especially at take-off, is obtained by the expansion of a succession of bursts or charges of gas under pressure released at certain time intervals. In other Words, lift is obtained by eX- panding compressed gas under the hydrofoils with this compressed gas being discharged from suitable outlets or holes in the undersurfaces of the hydrofoils in small bursts at a plurality of locations and at frequent intervals.

Individual bursts or bubbles of gas are released at such regular, timed intervals that each batch of discharged and expanded or expanding gas is swept away by the motion of the hydrofoil through the water either before the succeeding charge or batch of compressed gas is released from the same discharge opening in the undersurface of a hydrofoil, or in any event before there is expansion of succeeding charges into each other. The ejection of these discrete charges of compressed gas creates a very substantial force on the hydrofoil surfaces which may be used for generating the necessary lift to support the hydroplane as it moves through the water. The discharged gas under pressure will increase violently in volume, perhaps to l0 times, causing a rapid motion of water away from the undersurface of the hydrofoil, and the pressure normal to the surface of the hydrofoil rapidly decreases in intensity as the volume of the discharged gas increases.

In general, higher speeds of the hydroplane reduce the quantity or discharge rate of compressed gas necessary for sustaining the hydroplane, and accordingly a further feature of the invention is to reduce the volume of the discharged slugs of compressed gas as the speed increases, and also to cause the point of discharge of the gas to advance towards the forward or leading edge of the hydrofoil as the speed of the hydroplane increases. This results in highest efficiency of operation.

The discharge of gas under relatively high pressures at timed intervals is superior to arrangements wherein gas may be continuously discharged at relatively low pressures since pulsed discharge of gas under pressure is more efflcient in producing lift, and the mass rate of flow of gas required with the arrangement of the present invention is reduced to a minimum. According to the present invention, the average pressure upon the lower surface of the hydrofoil can be much greater than the hydrostatic pressure, and the foil can function whenever it is just barely submerged. In the pulsed discharge arrangement of the present invention, the gas expands from its discharge pressure to the prevailing hydrostatic pressure, and the downward component of the momentum given to the surrounding water is the useful part of the discharge and should be large compared to the horizontal component which lis the case with the arrangement shown.

The present invention also employs a novel propulsion means which is more eflicient at high speeds than conventional screw propellers. Screw propellers are quite efficient at low speeds, but as the speed increasestheir efficiency i drops ofir due to cavitation and increased drag of the hub of the propeller. The torque loss is also increased because of skin friction of the blade surfaces shearing the water at higher relative speeds.

yIn the present invention, paddle wheel means is employed for vessel propulsion, this means being of an open framework construction for reducing friction with both air and water as the hydroplane moves over and through the water. This paddle wheel means may be more readily connected to the power plant of the hydroplane, and the paddle wheel is disposed such that the rotational axis thereof is oriented other than normally to the longitudinal axis of the hydroplane. The blades of the paddle wheel 4are also of a particular construction wherein the leading edge of each of the blades defines a portion of a helix and the blades are of curved cross section. This particular 'blade configuration substantially reduces the shock of entry of the blades into the water because a more favorable entry angle is obtained, and in addition the splashed water will partly be directed rearwardly in a useful direction instead of radially and uselessly toward the hub as would occur with flat blades. The other than normal or skewedA arrangement of the axis of rota-tion of the paddle wheel means secures some of 4the benefits of a screw propeller, and with the paddles or blades positioned on the paddleV `wheel at a correct angle with respect to the axis the blades will slice the water somewhat as a propeller blade and less splashing in a sideways direction will occur.

The paddle wheel means provides greater eficiency than a screw propeller due to the fact that the relative motion of the blades of the wheel through water is much less than -that of the blades of a screw propeller. In a typical example, the relative speed of the blades of the paddle wheel through the water may be in the range of 20 to 30 feet per second whereas the relative speed of the blades of a screw propeller through the water may be in the range of 50 to 200 feet per second.

Another advantage lof providing the skewed axis of the paddle wheel lies in the fact that each paddle or blade on the wheel influences a wider strip of water than the actual dimension of an individual blade.

The present invention also contemplates the provision of a novel steering means wherein a vessel may be provided with one or more generally vertically extending surJ faces characterized 'by at least one or a plurality of outlet openings or discharge holes. Gas under pressure may be discharged outwardly through these holes as discrete charges so as to create a large reaction force on the vertical surface or surfaces. In this manner a very effective means is provided for generating a force tending to turn the vessel. It is of course apparent that in the hydroplane arrangement discussed above the same source of gas under pressure may be employed both for the purpose of producing lift on the hydrofoils and for steering the vessel. Separate sources of gas under pressure may of course be employed if desired.

A particular advantage `of the present invention is the fact that the Over-all arrangement provides a greater cargo-to-weight ratio in a hydroplane structure thereby enabling a hydroplane to be utilized for carrying substantial amounts of cargo.

An object of the present invention is to provide a hydroplane having novel lift producing means associated with the hydrofoils thereof which enables higher operating speed of the hydroplane,

Another object of the invention is the provision of a hydroplane wherein the lift producing means includes means for discharging slugs or batches of gas under pres sure at timed intervals from the undersurface of the associated hydrofoils, and wherein the points of discharge of such slugs advances toward the leading edge of the hydrofoils, and further wherein the volume of the slugs of gas is decreased as the speed of the hydroplane increases to provide maximum efficiency at different operating speeds.

A further object of the invention is to provide a hydroplane incorporating novel propulsion means which is more efficient at high operating speeds, such propulsion means employing a paddle wheel having paddles or blades so arranged as to provide substantially shock-free entry of the bla-des into the water during operation.

Still another object of the invention is the provision of a vessel incorporating novel steering means.

Yet another object of the invention is the provision of a hydroplane capable of operating at a greater cargo-toweight ratio than prior art hydroplanes.

A still further object of the invention is to provide a hydroplane which is quite simple and inexpensive in construction, and yet at the same time which is quite eflcient and reliable in operation.

These and other objects and advantages of the present invention as well as its nature and substance will be more clearly perceived and fully understood upon referring to the following description and claims taken in connection with the accompanying drawings, in which:

FIG. 1 is a plan view of a hydroplane vessel according to the present invention;

FIG. 2 is a side elevation view of the hydroplane shown in FIG. 1 partly broken away to show the interior there of;

FIG. 3 is an enlarged view in side elevation illustrating a modified form of steering means of the hydroplane of this invention;

FIG. 4 is a further enlarged sectional view taken substantially along line 4-4 in FIG. 3 looking in the direction of the arrows and partly broken away for the purpose of illustration;

FIG. 5 is an enlarged top perspective view, partly broken away, illustrating certain details of the construction of one of the hydrofoils of the vessel shown in FIGS. 1 and 2;

FIG. 6 is an enlargedv sectional view in sideelevation taken through a typical hydrofoil illustrating the principle of operation of the present invention so far as support of the hydroplane is concerned;

FIG. 7 is a similar sectional view through a modified form of hydrofoil according to the present invention; and

FIG. 8 is a sectional view taken substantially along line 8 8 in FIG, 7 looking in the direction of the arrows.

Referring now to the drawings in detail wherein like reference numbers and characters designate corresponding parts throughout the several views, a first form of hy droplane vessel according to the present invention is illustrated in FIGS. 1 and 2. In this vessel a hull 10 includes a pair of hatch covers 12 and 14 opening respectively on opposite sides of bulkhead 13 into the cargo space and engine room of the hydroplane, and a bow light is indicated by reference number 16. A pilothouse 18 is located at the aft port portion or port quarter of the vessel.

A plurality of appropriately arranged hydrofoils are located in spaced relation below hull 10 and are rigidly secured thereto, one pair of forward and aft hydrofoils 20 and 24 being disposed at and below the port side of the vessel, and another such pair of hydrofoils 22 and 26 being disposed at and below the vessels starboard side. Hydrofoils 20 and 22 together constitute a forward pair while hydrofoils 24 and 26 together constitute an aft pair, Substantially vertical strut-like members 20', 22', 24 and 26 of streamline cross section connect the corresponding hydrofoils or hydrofoil supporting surfaces to the hull.

Referring next to FIG. 5, the details of construction of hydrofoil 20 and its strut 20 are illustrated, it being understood that each of the hydrofoils and its attachment means is of substantially identical construction, and a description of one foil and strut arrangement will suffice for all. It is to be noted that the hydrofoil portion 20 is relatively thin and at in cross sectional configuration and substantially horizontally disposed. In other words, the portion 20 is provided with only a slight aerodynamic shape to produce lift, and only a very slight angle of attack is provided so as to reduce the induced drag, cavitation and frictional eifects to a minimum.

The undersurface 30 of hydrofoil 20 is provided with holes along what is close to the foils thickest section, three holes 32, 34 and 36 being illustrated, although any suitable number of holes may be employed. These holes are each disposed slightly forwardly of the longitudinal medial portion of the hydrofoil so that the holes are located closer to the leading edge of the hydrofoil than to the trailing edge thereof.

A conduit means 40 extends downwardly within hollow strut member 20', and is connected with a manifold or header portion 42. This manifold portion is adapted to feed gas under pressure to hole 34, and is also connected with conduits 44 and 46 which provide communication between the manifold and the holes 32 and 36 respectively. A suitable means such as a solenoid operated valve 50 is provided for permitting and prohibiting the ow of gas under pressure from conduit 40 into the manifold portion 42. The solenoid valve itself may be and preferably is remotely controlled for regulating the discharge of gas under pressure through the holes in the undersurface of the hydrofoil. An electrical cable 52 is connected with the valve S0, and extends upwardly through the strut portion 20 and is connected in a suitable electrical con trol system hereinafter described.

Referring again particularly to FIG. 1 of the drawings, the power plant of the present invention which may comprise a suitable internal combustion engine is indicated by reference number 60 and includes a first output shaft 62 which is connected by means of a universal joint 64 with the drive shaft 66 of a compressor 68. As seen especially in FIG. 2, the vertically extending exhaust pipe from the engine passes through and above the deck of the hydroplane and terminates in an exhaust head 60.

The compressor 68 discharges a suitable gas under pressure such as air through a conduit 70 into a storage tank or accumulator 72. For the purpose of the present' invention, the gas under pressure employed is air. It should be understood that other suitable sources of gas under pressure may be employed. For example, charges of combustible gaseous mixtures might be exploded at a rapid but controlled rate through the outlet openings in the foils. The utilization of compressed air is, however, presently considered to represent the most feasible arrangement. Similarly, the valves permitting and prohibiting dow of gas through the outlet openings could be located in the individual compressed gas lines Within hull 10 rather than within the hydrofoil struts, but the closer these valves are to the ultimate points of gas bubble release the more efficiently and controllably will the compressed gas be utilized.

A T-fitting 76 is connected with the storage tank 72, and a solenoid operated valve 76 in the nature of a main shut-off valve is employed for controlling the flow of gas under pressure from the storage tank 72 through the T-tting. A pair of conduits 78 and 80 extend away from fitting 76, and these conduits in turn are connected by means of T-ttings 82 and 84- with longitudinally extending conduits 86 and 88 respectively.

The forward end of conduit 86 is connected by means of laterally extending portion 90 with the downwardly extending conduit 40 previously described which is connected with the manifold portion 42. It is accordingly evident that the forward conduit portion 90 is connected with the gas discharge means at the undersurface of hydrofoil 20. In a like manner, the aft portion of conduit 86 is provided with a laterally extending portion 92 which is in turn connected with the gas discharge means at the undersurface of hydrofoil 24.

The forward end of conduit 88 at the starboard side of the vessel is provided with a laterally extending portion 94 which is connected with the gas discharge means at the undersurface of hydrofoil 22. The aft portion of conduit 88 is provided with a laterally extending portion 96 which is in turn connected with the gas discharge means at the underside of hydrofoil 26. With the' foregoing arrangement, it is apparent that the gas discharge means of the several hydrofoils are each operatively connected with the storage tank 72.

A suitable electrical control system is provided, and a central control station 100 may include manually adjustable means as Well as an automatic timer mechanism or the like. The control station is connected by a first electrical cable 102 with the solenoid operated valve 76 for regulating the operation thereof. Control station 100 is also connected by means of a second electrical cable 104 with the internal combustion engine 60 for controlling the operation thereof.

Control station 100 is connected by means of a thirclelectrical cable 106 with the solenoid operated valve which controls the gas discharge means associated with hydrofoil 26. Control station 100 is also connected by means of a fourth electrical cable 108 and an interconnected cable 110 with the solenoid operated valve controlling the gas discharge means associated with hydrofoil 22.

An electrical cable 112 connects cable 108 with a pair of electrical cables 114 and 116. Cable 114 is operatively connected with the solenoid operated valve associated with the gas discharge means of hydrofoil 20, and cable 116 is operatively connected with the solenoid operated valve associated `with the gas discharge means of hydrofoil 24. Accordingly, the operation of the various solenoid operated valves associated with the several hydrofoils may be controlled from the central control station 100, and the time intervals at and during which slugs of gas are discharged from the holes characterizing the undersurface of each of the hydrofoils may be regulated. Although shown outside for clarity of illustration, central control station 100 is preferably located within pilot house 18.

Gas under pressure has -been referred to above, and it is contemplated that in a practical utilization of the present invention the gas may be under a pressure of approximately 30 p.s.i. to 200 p.s.i. When slugs of gas at such pressure are discharged from the holes in the undersurfaces of the hydrofoils, the average pressure upon the lower or undersurface of any hydrofoil is much greater than the hydrostatic pressure and the hydrofoil can function, that is, will experience a substantial support or lifting effect, when it is just barely submerged. Referring to FIG. 6, wherein hole 32 in hydrofoil 20 is illustrated, the principle of operation of the present invention @may be more clearly understood. A slug or charge of gas is indicated as being discharged through hole 32 and forming a bubble B immediately underneath the hole 32. Forward or leftward motion of the hydrofoil through the water will sweep the bubble toward the trailing edge of the foil. When bubble B has been swept to the position B it has expanded considerably, and by the time that it has been swept further toward the trailing edge, into the position shown as B, it has expanded further. It is contemplated that there may be an increase of 5 to 10 times in the volume of the slug of air as it expands in moving relatively rearwardly along the undersurface of the hydrofoil.

The frequency of discharge of the slugs of compressed gas or air through the holes in the undersurface of the hydrofoil is desirably such that each bubble of gas remains discrete during its passage along the hydrofoil; that is, there should be no blending or joining of successive bubbles by expansion although atV any given time there may be several bubbles under a hydrofoil representing successive gas emissions from a single discharge opening such as hole 32. For example, bubbles B, B', and B discussed above might be separate charges of gas at a given instant of time. There should also, of course, be no blending of gas bubbles from different discharge openings such as holes 32 and 34. To obtain the greatest support effect on the hydrofoil, that is, to have the greatest number of discrete, expanding gas bubbles under it at once, the time interval between bubble releases from a given outlet such as hole 32 is preferably made a function of the speed of the hydroplane such that the interval decreases as the speed increases.

The propulsion means of the invention includes a gear box 118 operatively connect-ed with engine 60, and a drive shaft 120 extending outwardly from gear box 118 and being rotatably supported within a bearing 122 at its end distant from the gear box. A paddle wheel means indicated generally by reference number 124 is mounted on drive shaft 120, and the term paddle wheel means in connection with the present invention is intended to denote any arrangement wherein a plurality of interconnected blades are supported in spaced relationship one to another in a generally annular array and substantially equally spaced from an axis of rotation. The paddle Wheel means includes first and second pluralities of radially extending spoke members 126 and 128 respectively supporting rst and second annular rim members 130 and 132 in spaced relation one to another. A plurality of blades 134 are provided which extend between the rim members, each of these blades having a leading edge portion 136.

The paddle wheel means is of a unique arrangement wherein its axis of rotation, namely the axis of drive shaft 120, is disposed at an angle of approximately 60 degrees (or 120 degrees) to the longitudinal axis X-X of the hydroplane instead of being oriented normally t0 the axis X-X. With the axis of rotation of the paddle wheel means so skewed out of normal to the longitudinal axis of the hydroplane some of the benefits of a screw propeller are obtained, since when each blade is set at an appropriate angle with respect to the axis of rotation of the paddle wheel the blades will slice successively into the water somewhat in the manner of propeller blades, and less splashing in a sideways direction will occur.

Each of blades 134 is provided with a curve cross sectional configuration, being perhaps about 120" of arc as shown most clearly in FIG. 3, and the leading edge 136 of each of them defines a portion of a helix. This arrangement minimizes the shock of entry of the blades into the water Abecause of a more favorable angle of entry, and the splashed water will be at least partly directed in a backward direction to provide useful reaction to propel the hydroplane. A relatively conventional rudder mechanism may be provided at the stern of the hydroplane, this mechanism being illustrated as comprising a downwardly extending strut or post 140 having a movable rudder member 142 pivotally supported at the lower end thereof. Rudder 142 will be effective whether the hydroplane is floating as a displacement-type vessel or is being supported on its hydrofoils as shown.

lIn addition to the conventional steering mechanism, a unique steering means is incorporated in the hydroplane for use when it is oating as a displacement-type vessel. A first gas discharge -manifold 150 is disposed in communication with a plurality of holes 152 provided in a generally vertically extending surface of the hull at the forward port side thereof. A similar gas discharge manifold 154 is in communication with a plurality of holes 156 disposed in a generally vertically extending hull portion at the aft port portion of the vessel. A further gas discharge manifold 158 in communication with holes 160 is disposed on the forward starboard side of hull 10 opposite to gas discharge manifold 150 and holes 152, and a still further gas discharge manifold 162 in communi-cation with holes 164 is provided at the aft starboard portion =of the vessel.

Slugs or batches of gas under pressure may be discharged fro-m any of the sets of holes 152, 156, 160, and 164 in hull 10 when the hydroplane is floating as a displacement-type vessel, and these slugs will extend outwardly from the vessel and create large forces reacting on the bull and tending to turn the vessel as desired. It is apparent that by controlling the amount of gas discharged from the holes, as well as selecting the holes from which it is discharged, the force generated can be controlled to thereby obtain the desired moment and extent of turning.

The manifold 150 disposed at the forward port side of the vessel is connected with a conduit 166 which in turn is connected by means of a T-tting 168 with the compressed gas or air conduit 86 previously described. A conduit 170 provides an inter-connection between the manifold 158 at -the forward starboard side of the vessel and a T-tting 172 connected in the compressed gas or air conduit 88 previously described. Manifolds 154 and 162 are fed by means of conduits 174 and 176 respectively, and these conduits may be connected with any suitable source of gas under pressure. Thus they may be connected into the pressurized gas system previously described, or they :may extend to an auxiliary or separate supply of high pressure gas.

A suitable solenoid operated control valve or the like is operatively associated with each of the manifolds 150, 154, 158, and 162 for controlling the discharge of slugs of gas -under pressure therefrom through the associated set of holes in hull 10. The particular valves associated with these manifolds in order are indicated by reference numbers 180, 182, 184 and 186 respectively. These solenoid operated valves, which are actually located in compressed gas lines 166, 174, 170, and 176 close to the manifolds they serve, may be remotely controlled by any suitable means (not shown) to allow them to be actuated from pilot house 18.

Referring next to FIGS. 3 and 4 of the drawings, a modification is illustrated wherein a different form of steering means is provided, this means being shown in association with a paddle wheel similar to the one previously illustrated and described with similar parts thereof having been given the same reference numbers primed.

In the modification shown in FIGS. 3 and 4, a hollow steering strut 190 is suitably fixed to the undersurface of ythe hull of the hydroplane and extends downwardly therefrom so that its lower portion will always be immersed in Water even when the hydroplane is supported solely by the hydrofoils with its hull 18 in spaced relationship to the water. This strut may be disposed in the same position rela-tive to the hull as strut 140 described previously. A conduit 192 extends downwardly through strut 190, and is connected at its upper end with a suitable source of compressed gas such as compressed air or the like. The lower end of conduit 192 is connected'with a manifold indicated generally by reference number 194 and including a pair of longitudinally extending passa-ges 196 and 198. Passage 196 is in turn connected with laterally extending passages 196 shown as four in number and opening through one side of strut 19t), while passage 193 is in communication with laterally extending passages 198' which open through the opposite side of the strut.

A suitable control means such as a solenoid operated valve 200 is connected in conduit 192 close to manifold 194 for controlling the flow of gas under pressure through the conduit. This valve may be of the three-position type so as to either close off the flow completely; provide flow of gas under pressure to passage 196, or provide flow of gas under pressure to passage 198. Valve 200 may be remotely controlled from pilot house 18, and it is apparent that by suitable operation of this valve slugs of gas under pressure may be discharged from either side of strut so as to provide reaction forces on the strut tending to steer the hydroplane.

As suggested in FIG. 3, it should be noted that when the hydroplane is supported solely on the hydrofoils its hull is spaced a substantial distance from the water, and the paddle wheel is so disposed that only its blades will be immersed successively as the hydroplane moves over the water. In other words, no substantial portion of the spokes will become immersed in the water, and maximum eiciency is obtained by avoiding any useless splashing by the spokes. It is readily apparent that the open framework construction of the paddle wheel means will reduce frictional forces due both to engagement with water and air, and especially avoid having any rudder effect exerted by the paddle wheel.

Referring finally t-o FIGS. 7 and 8 of the drawings, a modified form of the invention is illustrated wherein a hydrofoil is designated by reference numeral 210, this hydrofoil being similar in outer configuration to the hydrofoils described previously. A strut 212 shown fragfmentarily is connected between the hydrofoil and the hull of the hydroplane (not shown). A downwardly extending conduit 214 within strut 212 is connected with a suitable source of gas under pressure in the vessels hull, and is in communication with a hollow manifold cavity 216 within hydrofoil 210. A suitable control means such as a solenoid operated valve 218 is provided for controlling the ow `of gas under pressure from cond-uit 214 into cavity 216. A cable 220 extends upwardly to a suitable control means for remotely operating the valve 218.

A plurality of holes 224, 226, and 228 are provided in the unders-urface of the hydrofoil, and are in communication with the manifold cavity 216. The three laterally spaced holes 224 are of the largest diameter, and positioned closest to the trailing edge of the hydrofoil. The three holes 226 are of smaller -diameter than the holes 224, and are spaced closer to the leading edge of the hydrofoil. The -three spaced holes 228 are of sti-ll smaller diameter, and are in turn positioned still closer to the leading edge of the hydrofoil.

A valve plate 230 is positioned within a suitable horizontal slot provided in the hydrof-oil, and is tted to slide freely lback and forth therein in a longitudinal direction. This slot is at least partially coincidental with manifold cavity 216. Valve plate 230 is provided with a first plurality of holes 234 of similar size to holes 224, and disposed to be aligned therewith. A second plurality of holes 236 are adapted to be aligned with holes 226, and a third plurality of holes 238 are adapted to be aligned with holes 228.

Valve plate 230 is normally biased into its forwardmost position as illustrated in the drawings by means of a plurality of compression springs 242 shown as being three in number. A stop portion 244 extending upwardly from the valve plate is adapted to engage the forward wall portion of manifold cavity 216 for limiting forward movement of the valve plate. The forward edge 246 of the valve plate is exposed to the water through the open leading end 250 of the aforementioned horizontal slot, whereby both static and dynamic water pressures may act directly on this forward edge. In the situation shown in FIGS. 7 Iand 8, Valve plate holes 234 are aligned with hydrofoil holes 224, and when solenoid valve 218 is actuated bursts of gas under pressure are discharged through holes 224 to operate in the manner previously described, a gas bubble indicated by reference character C being shown as emerging from hole 224. The forward and aft spacing of holes 234, 236, and 238 is seen to be greater than that of holes 224, 226, and 228.

As the speed of the hydroplane increases, the force acting on the leading edge 246 of valve plate 230 increases with an increase in dynamic pressure of the water, and gradually overcomes the force of springs 242 to effect displacement of the valve plate in a rearward direction. As valve plate 230 moves rearwardly, holes 224 in the hydrofoil are closed off from pressurized gas in cavity 216, and holes 226 are opened due to the fact that holes 236 become aligned therewith. Further movement of the valve plate in a rearward direction causes holes 226 in turn to become closed olf, and holes 228 then become opened as holes 238 are aligned therewith.

From the foregoing it may be seen by those skilled in vthe art that as the speed of the hydroplane increases the valve plate 230 is operated automatically so that the point of discharge of the gas under pressure from the undersurface of the hydrofoil is moved forwardly, and at the same time the volume of gas discharged decreases, since for any given time interval that the solenoid valve 218 is open a smaller amount of gas can escape through the progressively smaller holes 226 and 228. As the speed of the hydroplane in turn decreases, the valve plate will be moved automatically in the opposite or -forward direction by the force of springs 242 so that the aforementioned mode of operation will be reversed with a falling off of hydrodynamic pressure against the valve plate.

In substantial summary of what has been illustrated and described, there is provided according to the present invention a hydroplane vessel which employs novel compressed gas discharge lift producing means in association with its hydrofoils thereby to make possible higher operating speeds of the hydroplane. In one form of the invention, the point of discharge of the slugs or bubbles or batches of gas under pressure advances progressively toward the leading edge of the hydrofoil as the speed of the hydroplane increases, and, at the same time, the volume of the slugs of gas under pressure is diminished to thereby provide maximum eiciency lat different speeds of operati-on. A novel propulsion means is provided in 'the form of a paddle wheel which is more eicient at high speeds than a conventional screw propeller, this paddle wheel being of such a construction that its blades have substantially shock-free entry into the water, and further wherein each blade influences a wider strip of water than the actual lateral dimension of the blade itself. The present invention also provides a novel steering means for a vessel. Likewise, the hydroplane vessel of the present invention is capable of operating at a greater cargo-to-weight ratio than prior art constructions, because of the benefits of its aforementioned novel lift producing means.

This invention may be embodied in at least a plurality of forms without departing from its spirit or essential characteristics. The present embodiment is therefore illustrative and not restrictive, and since the scope of the invention is defined by the appended claims, all changes that f-all within the metes and bounds of the claims or that form their functional as well as conjointly cooperative equivalents are therefore intended to be embraced by those claims.

I claim as my invention:

1. A hydroplane vessel including (l) a hull, (2) propulsion means mounted on and in said hull, (3) at least one hydrofoil secured to said hull in spaced relation thereto, and (4) lift producing means adapted to release separate bursts of gas under pressure substantially in excess of the hydrostatic pressure from the undersurface of said hydrofoil at regular, controllably timed intervals at least while said hydrofoil is in motion through a water medium.

2. A hydroplane vessel including (l) a hull, (2) propulsion means mounted on and in said hull, (3) at least one relatively flat and substantially horizontally disposed hydrofoil secured to said hull in spaced relation thereto and being characterized by at least one outlet opening in its undersurface, and (4) lift producing means comprising (i) a source of gas under pressure within said hull, (ii) conduit means connecting said source with said outlet opening, (iii) Valve means in said conduit means for permitting Iand prohibiting ow of gas from said source to and through said outlet opening, and (iv) control means for said valve means whereby said valve means may be actuated to release bursts of gas under pressure from said outlet opening at controllably timed intervals at least while said hydrofoil is in motion through a Water medium.

3. A hydroplane vessel including (l) a hull, (2) propulsion means mounted on and in said hull, (3) a plurality of relatively at and substantially horizontally disposed hydrofoils each secured to said hull in spaced relation thereto and each being characterized by a plurality of outlet openings in its undersurface, these openings being laterally spaced one from another and disposed slightly forwardly of the longitudinal medial portion ofthe hydrofoil with which each plurality is associated, and (4) lift producing means comprising (i) a source of gas under pressure within said hull, (ii) conduit means connecting said source with said outlet openings in each of said hydrofoils, (iii) valve means in said conduit means for permitting and prohibiting flow of gas from said source to and through said outlet openings, and (iv) control means for said valve means whereby said valve means may be actuated to release bursts of gas under pressure from the outlet openings in the undersurface of each of said hydrofoils at controllably timed intervals at least while said hydrofoils are in motion through a Water medium.

4. A hydroplane vessel including (l) a hull characterized by a longitudinal axis, (2) propulsion means comprising a paddle wheel mounted on said hull and characterized by an axis of rotation, said paddle wheel having a plurality of blades spaced around its periphery and being so disposed that its axis of rotation is oriented other than normally with respect to the longitudinal axis of s-aid hull, (3) a plurality of hydrofoils each secured to said hull in spaced relation thereto and each being characterized by a plurality of laterally spaced outlet openings in its undersurface, and 4) lift producing means comprising (i) a source of gas under pressure within said hull and (ii) means for releasing bursts of gas under pressure substantially in excess of the hydrostatic pressure from said source through the outlet openings in the undersurface of each of said hydrofoils at controllably timed intervals at least while said hydrofoils are in motion through a water medium.

5. A hydroplane vessel according to claim 4 in which (l) each of said hydrofoils is relatively ilat and substantially horizontally disposed with the openings in its undersurface being disposed slightly forwardly of its longitudinal medial portion, and (2) said means for releasing bursts of gas under pressure comprises (i) conduit means connecting said source of gas under pressure with said outlet openings in the undersurfaces of said hydrofoils, and (ii) valve means in said conduit means for permitting and prohibiting flow of gas from said source to and through said outlet openings.

6. A hydroplane vessel including (l) a hull, (2) propulsion means mounted on Iand in said hull, (3) at least one hydrofoil secured to said hull in spaced relation thereto, 4) lift producing means adapted to release bursts of gas under pressure from the undersurface of said hydrofoil at at least one point at controllably timed intervals at least while said hydrofoil'is in motion through a water medium, and (5) means for moving the point of release of said bursts of gas forwardly toward the leading edge of said hydrofoil as the speed of the hydroplane vessel increases with respect to the water through and over which it passes, and moving this point rearwardly toward the trailing edge of the hydrofoil as the vessels speed decreases.

7. A hydroplane vessel including (l) a hull, (2) propulsion means mounted on and in said hull, (3) at least one hydrofoil secured to said hull in spaced relation thereto, (4) lift producing means adapted to release bursts of gas under pressure from the undersurface of said hydrofoil at controllably timed intervals at least while said hydrofoil is in motion through a water medium, and (5) means for reducing the volume of individual bursts of gas under pressure as the speed of the hydroplane vessel increases With respect to the water through and over which it passes, `and increasing this volume as the vessels speed decreases.

8. A hydroplane vessel including (l) a hull, (2) propulsion means mounted on and in said hull, (3) at least one hydrofoil secured to said hull in spaced relation thereto, (4) lift producing means adapted to release bursts of gas under pressure from the undersurface of said hydrofoil at at least one point at controllably timed intervals at least while said hydrofoil is in motion through a water medium, and (5) means for moving the point of release of said bursts of gas forwardly toward the leading edge of said hydrofoil and reducing the volume of individual bursts of gas under pressure as the speed of the hydroplane vessel increases with respect to the water over and through which it passes, and moving this point rearwardly toward the trailing edge of the hydrofoil and increasing this volume as the vessels speed decreases.

9. A hydroplane vessel including (l) a hull, (2) propulsion means mounted on and in said hull, (3) at least one hydrofoil secured to said hull in spaced relation thereto and characterized by (i) a plurality of longitudinally spaced outlet openings in its undersurface with these openings being of diminishing size in a direction from the trailing edge to the leading edge of the hydrofoil, and (ii) a cavity from which all of said outlet openings originate interiorly of said hydrofoil, (4) a source of gas under pressure within said hull, (5) conduit means connecting said source With said cavity, (6) a plate in the nature of a valve plate disposed for limited forward and aft sliding motion within said cavity, said valve plate being characterized by -holes arranged to be aligned progressively with said outlet openings upon movement of said valve plate with respect to said hydrofoil and thereby create a path for gas under pressure to flow from said source to and through some one of said outlet openings with the increasingly rearward and larger outlet openings in the undersurface of the hydrofoil becoming aligned successively with holes in the valve plate the farther forward the plate is moved and vice versa, (7) valve means in said conduit means for permitting and prohibiting ow of gas from said source to and through any outlet opening in alignment `with a hole in said valve plate, (8) control means for said valve means whereby said valve means may be actuated to release bursts of gas under pressure from any aligned outlet opening in the undersurface of said hydrofoil at controllably timed intervals at least while said hydrofoil is in motion through a water medium and thereby impart a lifting effect on said hydrofoil, (9) biasing means normally tending to move said valve plate forwardly within said cavity and thereby cause alignment of a larger and more rearwardly located one of said outlet openings with a hole in said valve plate, and (10) means responsive to increasing speed of said hydroplane vessel with respect to the water over and through which it passes to cause force to be exerted on said valve plate tending to move it rearwardly within said cavity against the force -of said biasing means and thereby cause alignment of a smaller and more forwardly located one of said outlet openings with a hole in said valve plate.

10. A hydroplane vessel according to claim 9 in which said biasing means normally tending to move said valve plate forwardly within said cavity comprises at least one l2 compression spring located within said hydrofoil and exerting its expansive force against the rear edge of said valve plate.

11. A hydroplane vessel according to claim 9 in which said means responsive to increasing speed of said hydroplane vessel with respect -to the water over and through which it passes t-o cause force to be exerted on said valve plate tending to move it rearwardly within said cavity against the force of said biasing means comprises an opening of said cavity through the leading edge of said hydrofoil through which opening both hydrostatic and hydrodynamic pressure may be exerted against the forward edge of said valve plate.

12. A method of providing lift to a hydrofoil, this method including -the step of releasing separate, regularly timed bursts of gas under pressure substantially in excess of the -hydrostatic pressure at the undersurface of said hydrofoil while said hydrofoil is in motion through a water medium.

13. A method of providing lift to a hydrofoil according to claim 12 in which said hydrofoil is advanced with only a very slight angle of attac-k.

14. A method of providing lift to a hydrofoil according to claim 12 in which said pressure is in the range of 30 p.s.i. to 200 p.s.i.

1'5. A method of providing lift to a hydrofoil according to claim 12 in which said bursts of gas under pressure are released at such a rate that successive bubbles of gas from a given point of release remain discrete with respect to each other as they expand and are swept along toward and off of the trailing edge of the undersurface of said hydrofoil by the forward motion thereof.

16. A method of providing lift to a hydrofoil according to claim 12 in which said bursts of gas under pressure are released at such rates that bubbles of gas from any given one of a plurality of spaced points of release remain discrete with respect to bubbles from any other point of release as they expand and are swept along toward and oif of the trailing edge of the undersurface of said hydrofoil by the forward motion thereof.

17. A method of providing lift to a hydrofoil according to claim 12 in which said bursts of gas under pressure are released at suc-h rates that bubbles of gas from each one of a plurality of spaced points of release remain discrete with respect to bubbles from all other points of release and further that successive bubbles of gas from each point of release remain discrete with respect to each other as they expand and are swept along toward and off of the trailing edge of the undersurface of said hydrofoil by the forward motion thereof.

18. A method of providing lift to a hydrofoil, this method including the steps of (l) releasing bursts of gas under pressure at the undersurface of said hydrofoil while said hydrofoil is in motion through a water medium; (2) advancing the point of release of these bursts toward the leading edge of said hydrofoil with increasing forward speed thereof, and (3) withdrawing the point of release of these bursts toward the trailing edge of said hydrofoil with decreasing forward speed thereof.

L9. A method of providing lift to a hydrofoil, this method including the steps of (l) releasing bursts of gas under pressure at the undersurface of said hydrofoil while said hydrofoil is in motion through a water medium; (2) reducing the volumetric rate of release of these bursts with increasing forward speed of said hydrofoil, and (3) increasing the volumetric rate of release of these bursts with decreasing forward speed of said hydrofoil.

20. A hydroplane vessel including (l) a hull characterized by a longitudinal axis, (2) propulsion means comprising a paddle wheel mount-ed on said hull and characterized by an axis of rotation, said paddle wheel having a plurality of blades spaced around its periphery and being so disposed that its axis of rotation is oriented other than normally with respect to the longitudinal vaxis of said hull, each of said blades including a leading edge defining a portion of a helix, and (3) at least one hydrofoil secured to said hull in spaced relation thereto.

21. A hydroplane vessel including (1) a hull characterized by a longitudinal axis, (2) propulsion means comprising a paddle wheel mounted on said hull and characterized by an axis of rotation, said paddle Wheel having a plurality of blades spaced around its periphery and being so disposed that its axis of rotation is oriented other than normally with respect to the longitudinal axis of said hull, each of said blades including a leading edge dening a portion of a helix and each being of curved cross sectional configuration, (3) a plurality of hydrofoils each secured to said hull in spaced relation thereto and each being characterized by a plurality of laterally spaced outlet openings in its undersurface, and (4) lift producing means comprising (i) a source of gas under pressure Within said hull and (ii) means for releasing bursts of -gas under pressure from said source through lthe outlet openings in the undersurface of each of said hyd-rofoils at controllably timed intervals at least while said hydrofoils are in motion through a Water medium.

22. A hydroplane vessel including (1) a hull characterized by a longitudinal axis, (2) propulsion means comprising a paddle Wheel mounted on said hull and characterized by an axis of rotation, said paddle Wheel having a plurality of blades spaced around its periphery and being so disposed that its axis of rotation is oriented other than normally with respect to the longitudinal axis of said hull, each of said blades being of a cross sectional configuration curved through an arc of about 120 degrees, and (3) at least one hydrofoil secured to said hull in spaced relation thereto.

23. A hydroplane vessel including (l) a hull, (2) propulsion means mounted on and in said hull, (3) at least one relatively flat and substantially horizontally disposed hydrofoil secured to said hull in spaced relation thereto and being characterized by at least one outlet opening in its undersurface, and (4) lift producing means comprising (i) a source of gas under pressure Within said hull, (ii) conduit means connecting said source with said outlet opening, (iii) valve means in said conduit means for permitting and prohibiting flow of gas from said source to and through said outlet opening, said valve means being closely adjacent said outlet opening, and (iv) control means for said valve means whereby said valve means may be actu-ated to release bursts of gas under pressure from said outlet opening at controllably timed intervals at least While said hydrofoil is in motion through a Water medium.

References Cited UNITED STATES PATENTS 2,022 3/1841 Van Loan 115-52 904,285 11/ 1908 Thompson 114-66.5 956,487 4/ 1910 Fauber 115-19 1,341,375 5/1920 Le Jeune 11S-19 1,557,990 10/1925 Doty 11S-49 1,693,773 12/1928 Anderson 114-67 1,908,679 5/1933 Booth 114-66.5 2,218,938 10/1940 Rinne 114-67 2,330,674 9/1943 Briggs 114--151 2,714,800 8/1955 Gongwer.

3,006,307 10/1961 Johnson 114-665 3,191,572 6/1965 Wilson 114-67 X 3,209,717 10/ 1965 Campbell et al. 114-151 MILTON BUCHLER, Primary Examiner.

ANDREW H. FARRELL, Examiner. 

1. A HYDROPLANE VESSEL INCLUDING (1) A HULL, (2) PROPULSION MEANS MOUNTED ON AND IN SAID HULL, (3) AT LEAST ONE HYDROFOIL SECURED TO SAID HULL IN SPACED RELATION THERETO, AND (4) LIFT PRODUCING MEANS ADAPTED TO RELEASE SEPARATE BURSTS OF GAS UNDER PRESSURE SUBSTANTIALLY IN EXCESS OF THE HYDROSTATIC PRESSURE FROM THE UNDERSURFACE OF SAID HYDROFOIL AT REGULAR, CONTROLLABLY TIMED INTERVALS AT LEAST WHILE SAID HYDROFOIL IS IN MOTION THROUGH A WATER MEDIUM. 